FEC is acquiring 24 new ES44C4s. Prior to this, FEC’s last new locos were SD70M-2s that were delivered several years ago. The ES44C4s will be FEC’s first AC traction locos, and it appears nobody is ordering brand new DC traction 6 axle anymore, even smaller railroads like FEC.
http://fecrwy.investorroom.com/index.php?s=43&item=51&mobile=No
I think part of the break with DC is that since they are purchasing GEs, which have no major parts that are compatible with the rest of the fleet, they might as well go with the advantages of AC. (No EMD DC equipment that can be used on older locomotives such as the SD70M-2s.)
Very interesting, thanks for posting.
The FEC’s terrain profile doesn’t really require the full pulling power of a full 6 axle AC. I suspect a full ES44AC would be rated somewhere between 16000 & 20000 tons per unit.
As has been said elsewhere the FEC seems like the perfect home for the C4s.
SD70M-2 and its AC counterpart offer a parts commonality that’s something like 90% so I wouldn’t be surprised to have seen them go with the new EMD counterpart of the C4 had they been considering further EMD purchases. Neither contemporary EMD has much commonality with Florida East Coast’s fleet of older largely Dash 2 645 engined locomotives.
Plus, does GE even offer DC locomotives anymore? At the very least where GE is concerned, I bet it’s now an extra cost option to encourage standardization on AC now that they have a superior AC substitute at a similar price point to DC back when they were still selling hundreds of DC locomotives each year.
It sounds like the SD70M-2’s should be returned to the leasor soon. They were never completely satisfactory on the FEC. And despite plenty of GE’s coming to handle all current mainline assignments, it sounds like few of the older EMD’s will disappear from FEC rails. They’re expecting a significant increase in business that should keep their SD40-2’s, GP40-2’s, and upgraded GP40’s going for years to come according to a source I emailed and postings elsewhere.
I initially rather figured that many of the older EMD’s would be reassigned to their new purchase in Maine to replace their current motive power.
Has anyone besides BNSF and FEC yet purchased GE ES44C4s? Or anyone besides BNSF EMD SD70ACe-P4s for that matter?
NS has tested some of the BNSF C4s, but no, I don’t think so.
McKey: Found some photos of GE’s ES44AC’s apparently for delivery to Cartier Railway a subsidiary of ArcelorMittal a 260 mil long, privately owned railroad in Northeaster Quebec.)
photo linked @ http://www.rrpicturearchives.net/showPicture.aspx?id=2114498
The site Raipictures lists under GE 4 locomotives of ES44AC designations, all for the Quebec Operation CRR. @ http://www.rrpicturearchives.net/locolist.aspx?id=GECX
RailPictures also has about Four or so pages of photos of CRwy’s power @ http://www.railpictures.net/showphotos.php?railroad=Cartier+Railway
Probably more info than you wanted, but there it is. Hope it will help.[swg]
[8D] This trully historic for this fabled line. Since the FEC bought it first E then F, then BL-2 for branchline service it has always been down with the latest and greatest from EMD/GM. The new owners have dispersed many EMD FEC engines to their sister properties. Big money must be backed by GE. They are no longer buying into proggress/EMD/Catapillars bid to keep america with 2 strong engine supplier. A sad day that the old flagler system is back in bed with the Standard OIL/ monopoly system. I 4 one am very sad.[:'(]
Does anyone know what the road numbers will be for these locomtives?
Ira
[8D]the 100’s are in use by the SD70’s; the 400’s are used by the GP40’s;the 500’s are used by the GP38’s; and the 700’s are used by the SD40’s from UP. It may not be the 200’s as those were switcher #'s. it has been a long time since there were 300’s or 800’s. maybe 600’s or 900’s. This just pure speculation. There has never been GE products on the railway except visiting Genisis units.Or may be when Norfolk Southern ran thru from Macon for a while. that is where the only earlier GP40’s with dynamics came to be. the current owners sent them away a while ago. [8-|]
Samfp1943, he didn’t ask about the ES44AC. He asked about the ES44C4. This a A1A version of the ES44AC that is designed to provide performance that’s equal or better to that of the 6 motor ES44DC yet retains the AC transmission of the ES44AC at a cost equivalent to a 6 motor DC ES44DC.
Interesting, I wonder if they will buy. Or do they still have enough old locos in surplus SD40-3, SD40-2, etc.
NS is now an AC RR with no mainline 4000hp+ DC purchases, the SD40s they’ve been buying aren’t meant to be a replacement for ES40DC/SD70M-2 purchases. Only BNSF seems to have wanted the C4 (and ACe-P4) and have been the driving force behind their development.
NS having 4000 hp models instead of 4400 hp models is interesting. What is the logic behind this downgrading of the engine? Or is it maybe just the company culture.
And still another question: what are the main duties where the veteran SD40s can be found these days?
Thank you! All locomotives related to iron transportation are interesting to me, regardless of their subtype.
Everyone but BNSF seems to have decided that standardizing on one locomotive from each builder is the best option.
NS’ 4000HP models reduced engine wear, especially in heavy haul service where tractive effort is more important than horsepower.
I don’t think anyone is buying DC road service locomotives.
The SD40s are often found in helper service, locals, work trains, and some shorter manifest freights.
Norfolk Southern’s DC motored GE’s (both Dash 9’s and ES44DC’s) have software that limits traction HP to 4000 HP. There is a switch in the locomotive cabs which can be activated with a key (issued to supervisors) that boosts engine output up to the full 4400 HP.
I have read that NS chose to derate the units because they found that the fuel savings outweighed the slight decrease in locomotive performance.
However, the railroads newer AC power (both ES44AC’s and SD70aCE’s) do not have the derating feature and operate at their full power rating. This is because the AC traction motors are able to fully exploit the higher available power even at low speed and thus are ideal for heavy coal drag service.
when are the ES44C4 supposed to be delivered?
All I’ve seen is sometime this year…anyone know more?